We investigated visual control of braking in the situation of decelerating behind a lead vehicle under normal driving conditions, without asking the subjects to make soft collisions with encountered obstacles. According to our research hypothesis – extending Fajen's (Fajen, B.R., 2005, Journal of Experimental Psychology: Human Perception and Performance, 31(5), 1107-1123) model for braking – both preferred headway and ideal deceleration are controlled during car-following. When moving obstacles are encountered , headway – final time gap from vehicle ahead at the ending of deceleration – is controlled, but when static obstacles are encountered, headway information is discarded, as it does not provide salient information for future collision avoidance. Subjects performed a simulated driving task in which subject vehicle absolute speed, lead vehicle size, and subject/lead vehicle relative speed were independently manipulated. Analysis focused on ideal deceleration at the onset of braking, and headway an the end of braking. A first account of optic variables used to specify preferred headway is presented, including distance, optical angle, expansion rate, and global optic flow rate (GOFR).
Visual guidance in car-following tasks / Fiorani, M.; Mariani, Michele. - STAMPA. - nn:(2007), pp. nn-nn. (Intervento presentato al convegno 30th European Conference on Visual Perception tenutosi a Arezzo nel 27-31 August 2007).
Visual guidance in car-following tasks
MARIANI, Michele
2007
Abstract
We investigated visual control of braking in the situation of decelerating behind a lead vehicle under normal driving conditions, without asking the subjects to make soft collisions with encountered obstacles. According to our research hypothesis – extending Fajen's (Fajen, B.R., 2005, Journal of Experimental Psychology: Human Perception and Performance, 31(5), 1107-1123) model for braking – both preferred headway and ideal deceleration are controlled during car-following. When moving obstacles are encountered , headway – final time gap from vehicle ahead at the ending of deceleration – is controlled, but when static obstacles are encountered, headway information is discarded, as it does not provide salient information for future collision avoidance. Subjects performed a simulated driving task in which subject vehicle absolute speed, lead vehicle size, and subject/lead vehicle relative speed were independently manipulated. Analysis focused on ideal deceleration at the onset of braking, and headway an the end of braking. A first account of optic variables used to specify preferred headway is presented, including distance, optical angle, expansion rate, and global optic flow rate (GOFR).
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